Motor-cycle.



w. WILLIAMS.

MOTOR CYCLE.

APPLICATION FILED IULY24,1912- HENEWED NOV. 28, I913- mssma,

Patented May 18, 1915.

3 SHEETSSHEET M M. a

1. N. WILLIAMS.

MOTOR CYCLE. APPLICATION FILED 1ULY24, 1912. RENEWED NOV. 28. I913.

Patented May 18, 1915.

a SHEETSSHEET 2.

/vi/lmwoaoz 8 we n coz J. N. WILLIAMS.

MOTOR CYCLE. APPLI CAHON' FILED JULY24, 1912. RENEWED Nov. 28. I913.

1,139,616. Patented May 18, 1915.

3 SHEETS-SHEET 3- 5] Mme/whom WW 5 m To all whom it may concern:

JOHN NEWTON WIIQYJAMS, F EERBY, CONNECTLICUT.

MOTOR-CYCLE.

Application'filed July 24, 1912, Serial No. 711,267;

Be it known that 1, JOHN Nnw'roN NIL? LLUIS, a citizen of the United States, and residing at Derby, in the county of New Haven and State of Connecticut, have invented certain new and useful Improvements in Motor-Cycles, of which the fol lowing is a full and clear specification, illustrated by the accompanying drawings, the novel features of the invention being more fully-vpointed out in the annexed claims.

My invention relates in general to motor cycles in which the motor is disposed within one of its wheels, and inparticular to motor cycles 01' similar vehicles in which a hydrocarbon engine of the rotary cylinder type is employed, the novel features of my invention being the particular arrangement of the rotary engine within one of the wheels of the cycle and the practical "and novel arrangement of the cooperating elements which afford a reliable operation of the motor.

.\[y improvements also relate to means by which the wheel and the motor may be conveniently taken apart and reassembled.

I have shown in the accompanying drawings, as an example, a motor bicycle, but it is obvious that this invention is not limited to vehicles of this character, having only two wheels.

e side elevation of such motor bicycle of con-.

ventional form; Fig. 2 is a portion of a vertical transverse section through the rear wheel of the motor cycle on the line XX in ,Fig. 1, seen in the direction of the arrows; Fig. 3 is a side elevation of the motor in larger scale and -it represents the side of the motor opposite to that shown in Fig. 1;Figs. 4 and 5 are face views .of the clutch which will be described in .detail hereafter; Fig. 6 is a detail view of the timer sector; Fig.7 is a-longitudinal' vertical section of a portionof the ,motor similar to that shown in Fig.2, showing a lmodification of the cam gearing, which coiitrols the exhaust valves. v

Referringto Fig. 1 it will be noted the Specification of Letters Patent.

Patented May 1%, 19115.

Renewed November 28, 1913. Serial No. 803,599.

motor is mounted within the rear wheel of the cycle, but. the rear wheel is chosen merely as an example and I do not wish to hereby limit the arrangement of the motor in the rear wheel, as it may be mounted, it desirable, within the front wheel to the same advantage. As already mentioned the motor is of the so-called rotary cylinder type and I have shown as a. convenient form a motor with three cylinders 1, IT, 111, Fig. 1, set at an angle of 12-0 to each other .in the casing 1, though of course any number of cylinders may be employed in this modern type of engine.

I shall now describe the detail arrangement of this motor within the rear wheel and I hereby refer in particular to Fig. 2, which represents a vertical transverse section through the upper cylinder 1 of the motor and'fithrough the adjoining elements. In this figure 2 represents the crank shaft, which is mounted and suitably fixed in the forks 3-3 of the vehicle frame, which form the'lateral-supports of the wheel, as for instance bv key bolts -l*l, so that it is prevented fromrrevolving. On this shaft is rotatably mounted the crank casing 1, which is of suflicieiit size to house the crank 5, of the crank shaft. Crank casing 1 is provided with suitable openings at an angle of 120 to each other to receive the cy inders, as shown in Fig. 2, with reference to cylinder 1. The cylindersmay be fastened in the crank casing by any suitable means employed in this type of motor and Thave omitted such detail features, as they do not relate to my invention.

The following description of the cylinder I refers also-to the other two cylinders, all

the elements being .alike in all three cylinders. Only the connecting rod 7 of cylinder I is shown, its piston being omitted. It may be stated, however, thatthe piston. is of that type in which, by means of a check valve disposed therein, gas passes 'from the crank casing during the intake stroke of the piston into the upper part of the cylinder. -This expedient is almown in the art and I have omitted its detail description herein. The gas is supplied to the interior of the crank casing through a central boring 34, provided in the crank shaft, lead ing from the outside from the carburetor (not shown) to the ,interior. Iii-the top of the cylinder is disposed the exhaust, valve 10,

which .ipens inwardly and Yilliill is controlled by-rocking lever 11, mounted on a boss 12, which is provided on the upper portion of the cylinder. This upper cylinder portion consists of a cap 8, suitably fastened to the body of the cylinder and the outer wall of the cap is provided with a Fig. 2. From this figure it will be also noted that the right hand sleeve 16 extends over the whole length of the crank shaft on that side to the fork 3 of the frame. At the outer end of sleeve 16 is suitably fastened a pinion 17. Adjacent to pinion 17 is m0unted in a bridge 20 (Fig. 1) which connects the two frame portions 3 and 21, a stud 19,

which is splined in its seat, as shown at 14, so that it can slide longitudinally of its axis. Stud 19 is threaded at its outer end and carries a nut 22, with lever extension 22 so that by rocking this lever the stud 19 may be shifted to the left or right in its seat. The other end of stud 19 is shaped into a head 19 between which latter and bridge 20 two pinions are disposed, which may be coupled together or released from each other by the following arrangement. Pinion 18,

which is in mesh with pinion 1?, previously referred to is provided at its inner face with annular grooves as shown in Figs, 2 and 5, which cooperate with annular ridges of clutch member 31, so that the latter is enabled, when pressed toward pinion 18, to frictionally engage the latter: Clutch member 31 is suitably attached to pinion 30. As shown, I may interpose ball bearings 57 and 57 respectively, between pinion 18 and bridge 20 and pinion 30 and head 19, respectively. Now it will be seen from the previous description when if lever 22 is rocked in such direction that stud 19 is shifted to the right the two clutch members are tightened-and pinions 18 and 30 are coupled thereby, whereas when lever 22 is thrown in the other direction stud 19 is free to shift to the left, whereby the clutch is loosened and pinions 18 and 30 are free to move relatively to each other. v

In Fig. 2 pinion 19, for clearness sake, has been shown as located in the line X-X, 1* ii 1, whereas in reality it is located laterally thereof as may be seen front Fig. 1. Referring now again to Fig. 2, two sleeves 35 anddO are provided on the right andleft hand side of the crank case, respectively, which are mounted in ball bearings, as shown. Sleeve 35 is mounted on ball the spokes being omitted in the rear wheel for clearness sake- In this type of Wheel the tension of spokes necessary to produce r1- gidity causes a thrust of the spoke flanges toward the inside in axial direction, and in this particular case the ball bearings 36 and 12 take.up this inward thrust of the spoke I flanges. Sleeve 35 carries at its outer end pinion 50, which is in mesh with pinion 30, previously mentioned, so that thereby the connection between the motor and the wheel is cdmpleted when clutch 31 is thrown in as previously explained. From Fig. 2 it will. be noted that the folly of the wheel is longitudinally divided into two portions-38 and 38*, each portion having spokes 37 of the spoke flange, located on that side connected to it. The two felly halves are bolted to gether as shown at39 by a suitable number of bolts arranged around the periphery. By this arrangement I am enabled to remove the spoke flanges from to shaft with the spokes and the correspon ing felly half attached to it without disturbing the tension adjustment of the spokes. It is necessary that some provision for removing the spoke flanges from the crank shaft be made in order to be able to remove the motor from the wheel. By employing a divided felly, as described, I maintain, as previously mentioned, the tension adjustment of the spokes, and thus avoid the tedious centering of the wheel when the wheel is reassembled.

I shall now describe the manner in which the exhaust valve rods 13 are controlled and suitably timed so as to open and close at the proper moment. On the left hand shank of crank shaft 2 and between the crank and. the inner Wall of easing 1, is fastened a pinion 45, which is in mesh with an idle pinion 46, journaled in casing 1. To pinion 16 is rigidly connected pinion 47, which is located at the outside of easing 1. This latter pinion is in mesh with a pinion 48 integral with a sleeve 19, mounted on sleeve 15, as shown. This latter sleeve, which is shown in Fig. 3 carries two cams 51, which serve to operate exhaust valve rods 13 of the cylinders in, such manner that each cylinder exhausts when itshead is at the bottom, it being assumed that by means of gear 17, 18, 30 and 50, which connect the wheel with the mot-or, the latter makes four revolutions to one of the wheel in the same direction. Valve'rc-is 13, previously, mentioned, are pivoted at also meagre their inner ends each to a lever 52, whicliin turn is pivotallv attached to crank casing 1,

i the other end being operated by cams 51. as

shown, so that thereby exhaust valves 10 of the cylinders are suitably. operated in timed relation to the other elements of. the

motor.

In order to conduct an electric current to the cylinders for igniting the mixture compressed therein at the proper moment I have attached to collar 43, previously mentioned, an insulated segment 55, which is shown in F 1g. 6 1n detail, and which is 0021-.

nected to a source of electricity by means of cable 56, which passes through the interior of the crank shaft 2 .to the outside, as shown. The crank casing 1 carries for each cylinder an insulated bracket 57, which carries a metallic contact element 58, which in turn contacts with segment during the revolution of the motor at the proper time to conduct electric current to the spark plugs of .the motor (not shown).

In order to show that the exhaust valve cams may also be operated in a different manner as previously described, I have shown in Fig. 7 how these cams 50 may also be operated from a pinionmounted on the crank shaft but outside of the crank casing. In this figure a pinion is fixed on crank shaft 2 adjacent to collar 43 and between the latter and sleeve 15 of crank casing 1. Sleeve 15 carries rigidly attached to it a suitably mounted bracket 61, in which a double pinion is rotatably mounted, one of its members 62, being in mesh with pinion 60, and the other member 63 being in mesh with pinion 48 of sleeve 49, which carries cams 51, and which is mounted as shown in Fig. '2 on sleeve 15. The only difierence so far as sleeve 1-9 is concerned is that in 'Fig.

' 7 it is mounted on sleeve 15 with the cams passing the crank casing 1, whereas in Fig. 2 it is mounted with the cams passing the outside. 1 What I claim is:

1. In combination, a motor vehicle wheel of the suspension type having lateral supports, a revolving cylinder motor, having a crank and a crank casing and being placed within and between the spokes of said wheel, and arranged to revolve independently thereof, and having suitable transmission between the motor and the wheel; of a divided hub having two separated and independent between. the spokes of said wheel, and re volving independently thereof and having "its crank fixed to the wheel supports, and

serving as a fixed axle of the' wheel, the crank casing of said motor, having sleeves forming bearings upon. said crank shaft,

suitable transmission between; the motor and the wheel to permit revolving'jat different speeds relating to each other, said wheel having a divided hub and a spoke flange on each division and thrust bearing for holding said iflanges apart to preserve the tension of the spokes and the rigidity of the 3'. In combination, a motor vehicle wheel of the suspension type, having lateral supports, a revolving cylinder motor having a crank end a crank casing, and being placed within and between the spokes of said wheel,

and revolving independently thereof, suitable transmission betweenithemotor and the wheel, a divided hub with two separated spoke flanges, one "on either side of the motor and concentric with the crank shaft, said I shaft being fixed to the wheel supports, and serving as the axle of the wheehtwo separate thrust bearings for supporting and holding apart said spoke flanges, a fixed distributer arm mounted on the crank shaft between one of the spoke. flanges and the motor and having on its outer end an insulated, metallic distributer, from which an insulated conducting wire passes into and through the crank shaft, and outward beyond the revolving wheel hub.

4..v In combination, a motor cycle having a wheel witha divided hub, each hub half" having a spoke flange, a valve controlled revolving cylinder motor, mounted between said hub halves and having its crank shaft fixed and serving as asupport for said divided hub, a valve-operating cam mounted revolubly' on and eoncentrically with said crank shaft between the motor and one of said spoke flanges, thrust bearings for holding saidhub halves apart and in place, and suitable transmission between the motor, said cam and said-wheel to permit their revolving at different speeds relatively to each other.

5. In a'motor cycle having a wheel of the suspension type,' having lateral supports, the combination with a revolving cyl inder motor having exhaust valve, a crank and a crank casing and being disposed within said wheel and having its crank shaft fixed and serving as an axle for the wheel,

said wheel having a divided hub, each half provided with a spoke flange disposed on one slde' of the motor, thrust bearings for holding each half in place to maintain the mediate gearing in mesh with said cam gear and operated by the relative motion be g.

tween the crank case and the crank shaft,

I tension of the spokes, a cam gearand interthe cams on said gear adapted to operate the exhaust valves of said notor in timed relation to its revolution.

6. In. a motor cycle having a Wheel of the suspension type, having lateral supports, the combinathm with a revolving cylinder motor having exhaust valves, a crank and a crank casing, and being disposed within said wheel and h ring its crankshaft fixed and serving as an. axle for the Wheel, said Wheel having a divided. hub, each. half provided with a spoke flange disposed on one side of the motor, thrust hearings for holding each half in place to maintain the tension of the spokes, a hearing connected rigidly with and eccentrically to the motor and having journal-ed therein a, counter shaft, a gear wheel at both ends oi? said counter shaft, a gear wheel rigidly attached to said crank shaft and in mesh with one of said counter time relation to the revolution.

7. A motor vehicle wheel. having a divided huh and a revolving cylinder motor placed between the hub )ortions, said motor having a fixed crank shaft serving simultaneously the axle of said wheel, and said motor revolving faster than the wheel, an intermediate transmission gear between the motor and the wheel comprising a gear wheel. fixed to the motor, a gea r Wheel fixed to one of the hub portions of the Wheel and a stud disposed ontside of the wheel and the motor, having two gear wheels immediately adjacent to each other and independently rotatable thereon, one of said Wheels in mesh with said motor gear Wheel, the other in mesh w'tn said huh gear Wheel and a clntchior directly connecting and disconnecting said immediate adjacent gear Wheels.

8. motor vehicle wheel, having a divided hub and a revolving cylinder motor placed between the hub portions, said motor races-1e having a fixed crank shaft serving simultaneously as the axle for said Wheel, and said motor revolving faster than the Wheel, an intermediate transmission gear betweeii the motor and the Wheel, comprising a gear wheel fixed to the motor, a gear Wheel fixed to one of the hub portions of the Wheel-and a stud disposed outside of the Wheel. and the motor and having twofigear Wheels immediately adjacent to each other and independently rotatable thereon, one of said wheels in mesh with said motor gear Wheel, the other in mesh with said hub gear Wheel, said two stud gear Wheels having corresponding cone shaped ridges and grooves, at their adjoining sides and means for axially shitting said gear wheels to press the ridges of one gear Wheel into the grooves of the other gear wheel to couple the two gear wheels and connect the motor With the ve hicle wheel.

9. A motor vehicle wheel, having a divided hub and a revolving cylinder motor placer between the hub portions, said motor having a fixed crank shaft serving simultaneonsly as the axle for said Wheel, and said motor revolving faster than the Wheel, an intermediate transmission gear between the motor and't-he wheel, comprising a gear wheel fixed to the motor, a gear Wheel fixed to one of the hub portions of the Wheel and a stud disposed outside of the wheel and the motor and having two gear Wheels immediately adjacent to each other and independentl'y rotatable thereon, one of said Wheels in mesh With said motor gear Wheel, the other in mesh with said hub gear Wheel, said two stud gear Wheels having corresponding cone shaped ridges and grooves at their adjoining sides and means for longitudinally shifting said stud to press the ridges of one gear Wheel into the grooves of the other gear wheels to couple the two gear Wheels and connect the motor with the vehicle wheel.

JOHN NEWTON WILLIAMS.

Witnesses: l

- M. ALFRED JAUBLE,

WM. A. COURTLAND. 

